Impeller throttle



Sept. 5, 1944. w. G. LUNDQUlsT IMPELLER THROTTLE Filed Jan. 14, 1943 2 Sheets-Sheet l uw v D w TN N Nu R Ln ma n o .Wn B

sept. 5, 1944.`

w. G. fLUNDQUlsT IMPELLER THROTTLE Filed Jan. 14, 1943 2 shets-sheet 2,

INVENTOR- WlL-roN GLLUNDQUIST..

ATTORNEY A Patented Sept. 5, 1944 Wilton G. Lundquist, Hohokus, N. J., assigner to Wright Aeronautical Corporation, a corpo!!- tion of New York Application Jansry 14,1943, semi No. 412,415

'z claims. (ci. asc-114) This invention relates to the'throttle valve construction for any internal combustion engine and particularly relates to the combination of the throttle valve with a supercharger for such an engine.

In the prior practice a conventional buttery throttlew valve is used to throttle the air flow.

Specifically, this invention comprises a super' charger impeller having a streamlined structure extending upstream from the impeller hub and in which the nose portion of said structure is movable relative to a venturi formed in the impeller intake duct to provide a throttle Valve for said duct.

Other objects of the linvention will become apparent in reading the annexed detailed description in connection with the drawings, in which:

Fig. 1 is a longitudinali sectional view of the invention combined with a supercharger;

Fig. 2 is a sectional view .on the line 2--2 of Fig. 1:

Fig. 3 is a sectional view on the line 3-3 ofv Fig. 2; and Y seal rings 38 cooperating with a .bushing member 32. The bushing member 32 is carried by a streamlined structure 34 forming a continuation ori' the impeller hub 24. The hub continuation y 34 is integrally supported from the intake duct I4 by streamlined webs 38. One of these webs is provided with a hollow portion 38 to permit the passage of an adjusting shaft 48 therethrough rig. 41s a longitudinan sectional view of a modification. s

Referring to Figs. 1 to 3 of the drawings, a conventional supercharger I0 is provided with an impeller I2 which receives air from an intake duct I4 and discharges the' air to the supercharger diiuser chamber I6. From the chamber I6 the air is delivered to an intake manifold or manifolds for delivery to the cylinders of the internal combustion engine. The intake duct I4 is provided with a Venturi throat I8 for metering the air now therethrough so thai-,the Venturi suction may be used to proportion the fuel to the air flow. Accordingly, the Venturi throat pressure at 20 is connected by a line, shown `diagrammatically at 22, to a conventional fuel-air proportional device (not shown).

The hub 24 of the impeller I2 is drivably connected to the impeller shaft26. An oil seal sleeve 28 is carried by the shaft 26 and is provided with for the purpose hereinafter described.' The streamlined structure 34 is provided with a mov` able nose portion 42 carried by a shaft 44. Shaft 44 is slidably iltted within a hollow sleeve 46y about which the impeller shaft is journaled. The sleeve 46 is secured to the structure 34 by bolts 48 and 50. A rack 52 is formedon one side of the shaft 44 for cooperation with a pinion 54 carried on one end of the adjusting shaft 40. The .other end of the shaft 40 is provided with a pinion 58 on the outside orf the duct I4 thereby permitting manual adjustment of the nose portion 42 through the rack 52 and pinion 54.

As described above, the structure 34 and the nose portion 42 provide a streamlined continuation of the impeller hub 24. In the full throttle position illustrated in the drawings, the nose portion is completely withdrawn from the Venturi throat I8 against structure 34 to provide a smoothl air flow path into the impeller. When it is desired to throttle the'air flow, the shaft 40 is operated to move the nose 42 toward the Venturi throat I8, as indicated in dotted lines in Fig. 1.

Fig. 4 illustrates a modification similar to Fig. 1, except for the manner of operating the throttle nose portion. In this modiiication a supercharger 68 is provided with an impeller 62, an intake duct structure 64, and a diffuser chamber 66. The intake duct 64 isprovided with a Venturi throat 68 for metering the air flow. As in 'the previous modification, the Venturi throat pressure at I0 is connected to a conventional y device 'l2 by a line I4 for proportioning the fuel flow to the air flow. An impeller shaft 16 is drivably connected to the impeller hub 18. AAn oil seal sleeve carried by impeller shaft 16 is provided with seal rings 82 for cooperation with a bushing member 84. l This bushing member is supported by streamlined structure 86 forming a continuation of the impeller hub 18. The struc ture 86 is supported from the intake duct 64 by symmetrically disposed web "elements 88.

'Ihe impeller shaft 16 is journaled about a hollow sleeve 90 secured to the structure 86. The hollow sleeve forms a cylinder for a piston 92 having a piston rod or stem 94. The piston rod extends through a guide 96 and is secured to the streamlined nose portion 98. A spring biases the piston and connected nose portion to its full As illustrated in the drawings, fluid pressure may be applied against the head i end of the piston (by means not shown) to move the piston and nose portion to the right thereby throttling the air supply. Except for the substitution of this fiuid pressuremeans for controlling open position.

the throttle valve, the modification of Fig. 4 is similar to Fig. 1.

While I have described my invention in detail in its present preferred embodiment, it will be obvious to those skilled in'the art, after understanding my invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. I aim in the appended claims to cover all such modifications and changes.

I claim as my invention: y

1. In combination with a vaned fluid impeller having a hub and an annular impeller intake opening thereabout, a fluid intake duct for said impeller having a restricted throat portion upstream from the impeller, a movable valve member for said intake duct, said valve member having a full open position in which it ,forms a streamlined upstream-extending continuation of said impeller hub and being axially movable upstream therefrom toward said throat to throttle the fluid flow through said duct.

2. In combination with a supercharger for an internal combustion engine, said supercharger having an annular impeller, an intake duct for said impeller having a Venturi throat, and a streamlined structure extending from the impeller hub, the nose portion of said structure being axially movable for cooperation with said Venturi throat.

3. In combination with a supercharger for an internal combustion engine, said supercharger having an annular impeller. an intake duct for said impeller having a Venturi throat, a streamlined structure extending from the impeller hub and supported from said intake duct, the nose portion of said structure being' axially movable relative to said Venturi throat to provide a variable throttle for said duct, and means extending through the support for said streamlined structure for adjusting said nose portion.

4. In combination with a supercharger for an internal combustion engine, said supercharger having an annular impeller, an intake duct for said impeller having a Venturi throat, lsaid impeller being drivably connected to a hollow imfpeller shaft, a streamlined structure extending from the impeller hub, the nose portion of said l0` structure being axially movable relative to said Venturi throat to provide a variable throttle for said duct, and means extending from said nose portion into said hollow shaft for supporting said nose portion.

5. In combination with a supercharger for an internal combustion engine, said supercharger having an annular impeller, an intake duct for said impeller having a Venturi throat, a streamlined structure extending from the limpeller hub, the nose portion of said structure being axially movable relative to said Venturi throat to provide a variable throttle for said duct, and fluid pressure means for adjusting said nose portion.

6. In combination with a vaned fluid impeller having a hollow hub and an annular impeller intake opening about said hub, a fluid intake duct for said impeller having a restricted throat portion upstream from the impeller, and a movable valve member having a portion extending into said hollow hub for slidably disposing said valve member adjacent the intake end of said impeller hub, said valve member being axially movable relative to said throat portion for throttltng the flui flow therethrough. f

'7. In combination with a. vaned fluid impeller having an annular hub and an annular impeller intake opening about said hub, a hollow shaft extending into said annular hub and drivably connected thereto, a fluid intake duct for said impeller having a restricted lthroat portion upstream from the impeller, and a movable valve member having a portion extending into said hollow shaft for slidably disposing said valve member adjacent the intake end of said impeller hub, said valve member being axially movable relative to said throat portion for throttling the fluid flow therethrough.

WILTON G. LUNDQUIST. 

